Engine suspension bracket, engine suspension system and vehicle

Abstract

The utility model provides an engine suspension support, an engine suspension system and a vehicle, the engine suspension support comprises a soft cushion connecting part and an engine mounting part, the soft cushion connecting part is provided with a soft cushion connecting surface, and the soft cushion connecting surface is obliquely arranged in the front-back direction relative to the engine connecting part. According to the engine suspension support, the vibration reduction effect of the soft cushion can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to an engine suspension bracket, an engine suspension system applying the engine suspension bracket and a vehicle applying the engine suspension system. BACKGROUND

[0002] In the use of a vehicle, the engine, transmission and the like in the power assembly will generate vibrations. In order to reduce the vibrations of the power assembly, a soft pad is usually connected to the frame, and a suspension bracket is arranged between the soft pad and the engine to absorb and isolate the vibrations from the power assembly, so as to reduce the vibrations transmitted to the frame and the vehicle body and improve the use performance of the vehicle.

[0003] In the related art, the soft pad is connected between the suspension bracket and the frame, the suspension bracket is connected to the engine, and the suspension bracket has a soft pad connecting surface connected to the soft pad. The engine is inclined. However, after the suspension bracket is connected to the engine, it will be inclined with the engine, so that the soft pad connecting surface will be inclined, which will reduce the uniformity of the stress of the soft pad, the soft pad will be worn, the damping effect of the soft pad will be weakened, and the vibrations transmitted to the frame and the vehicle body will be increased, thereby the overall use performance of the vehicle will be poor. CONTENT OF THE UTILITY MODEL

[0004] The engine suspension bracket, the engine suspension system and the vehicle provided by the embodiments of the present application can improve the damping effect of the soft pad, thereby reducing the vibrations transmitted to the frame and the vehicle body and improving the overall use performance of the vehicle.

[0005] In a first aspect, the present application provides an engine suspension bracket, comprising a soft pad connecting portion and an engine mounting portion, the soft pad connecting portion has a soft pad connecting surface, and the soft pad connecting surface is arranged obliquely along the front-rear direction relative to the engine connecting portion.

[0006] As an optional implementation, the soft pad connecting portion is arranged obliquely along the front-rear direction relative to the engine.

[0007] As an optional implementation, the outer edge of the soft pad connecting portion comprises a plurality of side wall surfaces connected in sequence, and adjacent two side wall surfaces are connected by a circular arc wall surface.

[0008] As an optional implementation, the engine connecting portion has a central axis extending along the left-right direction; the soft pad connecting portion comprises a first connecting plate and a second connecting plate connected together, the first connecting plate and the second connecting plate are arranged on the two sides of the central axis; and in the front-rear direction, the size of the second connecting plate is different from the size of the first connecting plate.

[0009] As an optional implementation, the engine connecting part comprises a connecting body connected with the soft pad connecting part, and the connecting body is used for connecting with the engine; the connecting body comprises an upper surrounding plate, a lower surrounding plate and two side surrounding plates, the upper surrounding plate and the lower surrounding plate are oppositely arranged, the two side surrounding plates are oppositely arranged and connected between the upper surrounding plate and the lower surrounding plate to enclose a weight-reducing cavity, and the cavity opening of the weight-reducing cavity is arranged towards the engine; a first weight-reducing hole is formed in the upper surrounding plate, and a second weight-reducing hole is formed in the lower surrounding plate, and the first weight-reducing hole and the second weight-reducing hole are in communication with the weight-reducing cavity.

[0010] As an optional implementation, the size of the lower surrounding plate at the middle axis is the largest, and gradually decreases from the middle axis to the front and rear sides.

[0011] As an optional implementation, the soft pad connecting part has a first supporting surface arranged opposite to the soft pad connecting surface, an outer surface of the upper surrounding plate forms an upper surface, the first supporting surface is located above the upper surface, and the distance between the lowest end of the first supporting surface and the upper surface is 2 mm.

[0012] As an optional implementation, part of the outer surface of the lower surrounding plate forms a second supporting surface, the second supporting surface has a first end and a second end, the second end is connected with the soft pad connecting surface through a transition surface, and the second end is located 2 mm below the soft pad connecting surface; the second supporting surface extends upwardly and obliquely in the direction from the first end to the second end, and forms a third included angle of 30 degrees with a vertical plane extending in the front-rear direction.

[0013] As an optional implementation, a plurality of weight-reducing grooves are formed on the connecting body, a first connecting hole penetrating through the connecting body is formed on the groove bottom wall of each weight-reducing groove, and the first connecting hole is used for connecting with the engine through a first fastener; the connecting body has a stop end surface arranged towards the engine, and the distance between the groove bottom wall of the weight-reducing groove and the stop end surface is 15 mm.

[0014] As an optional implementation, a cylindrical structure located in the weight-reducing cavity is arranged on the periphery of each first connecting hole, and the radii of the plurality of cylindrical structures are different from each other.

[0015] As an optional implementation, the engine connecting part further comprises a plurality of first reinforcing protrusions corresponding to the first connecting holes one by one, the plurality of first reinforcing protrusions are arranged on the stop end surface, part of the hole section of the first connecting hole is formed on the corresponding first reinforcing protrusion, and the size of the first reinforcing protrusion in the axial direction of the first connecting hole is 3 mm.

[0016] As an optional implementation, the plurality of weight-reducing grooves comprises a common groove, a projection of the cushion connecting portion on a bottom wall of the common groove falls at least partially within the common groove, and the common groove occupies a space larger than that of the remaining weight-reducing grooves; the bottom wall of the common groove is provided with a second reinforcing protrusion, and a partial hole segment of the first connecting hole corresponding to the common groove is formed on the second reinforcing protrusion; the second reinforcing protrusion has a first edge and a second edge oppositely arranged along the up-down direction, an included angle between the first edge and the second edge is 4 degrees, and the first edge and the second edge gradually move away in a direction close to the center of the weight-reducing cavity.

[0017] In a second aspect, the application provides an engine suspension system, comprising an engine and the engine suspension bracket described above; the engine is connected to the engine connecting portion, the engine is arranged in a front-rear direction relative to a horizontal plane, an included angle between the engine and the horizontal plane is a first included angle, an included angle between the central axis of the engine connecting portion and the cushion connecting surface is a second included angle, and the sum of the first included angle and the second included angle is 90 degrees.

[0018] As an optional implementation, the engine suspension system provided by the application further comprises a cushion, the cushion is used to be connected to a vehicle frame, and the cushion is connected to the cushion connecting portion through a plurality of second fasteners, and a part of the outer surface of the cushion supports the cushion connecting surface; wherein, a positioning structure is arranged between the cushion and the cushion connecting surface; the positioning structure comprises a positioning protrusion and a positioning hole, and the positioning protrusion is inserted into the positioning hole; one of the positioning protrusion and the positioning hole is arranged on the cushion, and the other of the positioning protrusion and the positioning hole is arranged on the cushion connecting portion.

[0019] In a third aspect, the application provides a vehicle, comprising a vehicle frame and the engine suspension system described above.

[0020] In the engine suspension bracket, the engine suspension system and the vehicle provided by the application, the engine suspension bracket comprises a cushion connecting portion, the cushion connecting portion has a cushion connecting surface, and the cushion connecting surface is arranged in a front-rear direction relative to the engine connecting portion.

[0021] In this way, after the vehicle frame, the cushion, the engine suspension bracket and the engine are assembled together, the cushion connecting surface is in a horizontal state or a state close to the horizontal state. Since the horizontal plane enables force to be directly transmitted to the cushion along the vertical direction instead of being applied at an inclined angle, the possibility of local stress concentration can be reduced. In this way, the force uniformity of the cushion can be improved, the wear of the cushion can be avoided to a certain extent, the damping effect of the cushion can be improved, and thus the vibration transmitted to the vehicle frame and the vehicle body can be reduced, and the safety performance of the vehicle provided by the application as a whole can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 The figure is a schematic diagram of the three-dimensional structure of the engine suspension bracket provided by the embodiments of the application.

[0023] Figure 2 Fig. 1 is a perspective view of an engine suspension system according to an embodiment of the present application; Figure 1 Fig. 2 is a perspective view of the engine suspension system according to another embodiment of the present application;

[0024] Figure 3 Fig. 3 is a structural schematic view of the engine suspension system according to an embodiment of the present application; Fig. 4 is a structural schematic view of the engine suspension system according to another embodiment of the present application;

[0025] Fig. 5 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Figure 4 Fig. 6 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Fig. 7 is a structural schematic view of the engine suspension system according to another embodiment of the present application;

[0026] Fig. 8 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Figure 5 Fig. 9 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Fig. 10 is a structural schematic view of the engine suspension system according to another embodiment of the present application;

[0027] Fig. 11 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Figure 6 Fig. 12 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Figure 5 Fig. 13 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Fig. 14 is a structural schematic view of the engine suspension system according to another embodiment of the present application;

[0028] Fig. 15 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Figure 7 Fig. 16 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Figure 5 Fig. 17 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Fig. 18 is a structural schematic view of the engine suspension system according to another embodiment of the present application;

[0029] Fig. 19 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Figure 8 Fig. 20 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Figure 5 Fig. 21 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Fig. 22 is a structural schematic view of the engine suspension system according to another embodiment of the present application;

[0030] Fig. 23 is an exploded view of the engine suspension system according to another embodiment of the present application; Figure 9 Fig. 24 is a structural schematic view of the engine suspension system according to another embodiment of the present application; Figure 3 Fig. 25 is a sectional view along the D-D direction of the engine suspension system according to another embodiment of the present application; Fig. 26 is a sectional view along the E-E direction of the engine suspension system according to another embodiment of the present application;

[0031] Fig. 27 is a sectional view along the F-F direction of the engine suspension system according to another embodiment of the present application; Figure 10 Fig. 28 is a sectional view along the G-G direction of the engine suspension system according to another embodiment of the present application; Figure 5 Fig. 29 is a sectional view along the H-H direction of the engine suspension system according to another embodiment of the present application; Fig. 30 is a sectional view along the I-I direction of the engine suspension system according to another embodiment of the present application;

[0032] Fig. 31 is a sectional view along the J-J direction of the engine suspension system according to another embodiment of the present application; Fig. 32 is a sectional view along the K-K direction of the engine suspension system according to another embodiment of the present application;

[0033] 1, cushion connecting portion; 2, engine connecting portion; 3, transition surface; 1, center axis; 10, engine suspension bracket; 11, cushion connecting surface; 12, first support surface; 13, side wall surface; 14, circular arc wall surface; 15, first connecting plate; 16, second connecting plate; 17, second connecting hole; 21, connecting main body; 22, first reinforcing protrusion; 20, cushion; 30, engine; 40, first fastener; 50, second fastener; 60, positioning structure;

[0034] 161, avoidance inclined surface; 211, upper surrounding plate; 212, lower surrounding plate; 213, side surrounding plate; 214, weight reduction cavity; 215, weight reduction groove; 216, stop end surface; 217, cylindrical structure; 201, third connecting hole; 601, positioning protrusion; 602, positioning hole; 100, engine suspension system; 200, vehicle frame;

[0035] 161, avoidance inclined surface; 211, upper surrounding plate; 212, lower surrounding plate; 213, side surrounding plate; 214, weight reduction cavity; 215, weight reduction groove; 216, stop end surface; 217, cylindrical structure; 201, third connecting hole; 601, positioning protrusion; 602, positioning hole; 100, engine suspension system; 200, vehicle frame;

[0036] 2111, first weight-reducing hole; 2112, upper surface; 2121, second weight-reducing hole; 2122, first arc-shaped hole wall; 2123, second arc-shaped hole wall; 2124, third arc-shaped hole wall; 2125, second support surface; 2126, first end; 2127, second end; 2151, first connecting hole; 2152, general groove; 2153, second reinforcing protrusion; 2154, first edge; 2155, second edge. DETAILED DESCRIPTION

[0037] The technical solutions in the present application will be described in detail below with reference to the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0038] Hereinafter, the terms "first" and "second" are only for descriptive purposes, and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more of the features.

[0039] In the related art, the soft pad is connected between the suspension support and the vehicle frame, the suspension support is connected to the engine, and the suspension support has a soft pad connecting surface connected to the soft pad. Among them, the engine is inclined. However, after the suspension support is connected to the engine, it will tilt with the inclination of the engine, so that the soft pad connecting surface will tilt, which will reduce the uniformity of the force of the soft pad, weaken the damping effect of the soft pad, and further increase the vibration transmitted to the vehicle frame and the vehicle body, thereby reducing the overall use performance of the vehicle.

[0040] Therefore, the engine suspension support, the engine suspension system and the vehicle provided by the embodiments of the present application can improve the damping effect of the soft pad, thereby reducing the vibration transmitted to the vehicle frame and the vehicle body, and improving the use performance of the vehicle provided by the embodiments of the present application.

[0041] The embodiments of the present application will be described in detail below with reference to the drawings and specific embodiments.

[0042] Please refer to Figures 1 to 4 , Figure 1 The three-dimensional structure schematic diagram of the engine suspension support provided by the embodiments of the present application is shown in Figure 2 The three-dimensional structure schematic diagram is shown in Figure 1 from another perspective, Figure 3A structural schematic diagram of an engine suspension system provided by an embodiment of the present application, Figure 4 A structural schematic diagram of a partial structure of a vehicle provided by an embodiment of the present application. As shown in the figure, the embodiment provides an engine suspension support 10, which comprises a soft pad connecting portion 1 and an engine connecting portion 2. The soft pad connecting portion 1 has a soft pad connecting surface 11 and a first supporting surface 12 arranged oppositely. The soft pad connecting surface 11 is used to contact and connect with a soft pad 20 of the vehicle. The engine connecting portion 2 is used to connect with an engine 30 of the vehicle. The soft pad connecting surface 11 is arranged obliquely along a front-rear direction relative to the engine connecting portion 2.

[0043] In this way, after the frame 200, the soft pad 20, the engine suspension support 10 and the engine 30 are assembled together, the soft pad connecting surface 11 is in a horizontal state or a state close to the horizontal state. Since the horizontal surface enables the force to be directly transmitted to the soft pad 20 along the vertical direction instead of being applied at an oblique angle, the possibility of local stress concentration can be reduced. In this way, the uniformity of the force applied to the soft pad 20 can be improved, the wear of the soft pad 20 can be avoided to a certain extent, the damping effect of the soft pad 20 can be improved, and further, the vibration transmitted to the frame 200 and the vehicle body can be reduced, and the safety of the vehicle as a whole can be improved.

[0044] It should be noted that the front-rear direction mentioned above is consistent with the front-rear direction in Figure 4 .

[0045] In order to arrange the soft pad connecting surface 11 obliquely along the front-rear direction relative to the engine connecting portion 2, the soft pad connecting portion 1 as a whole can be inclined, or only the soft pad connecting surface 11 can be arranged as an inclined surface. In the specific implementation of the embodiment, the soft pad connecting portion 1 is arranged obliquely along the front-rear direction relative to the engine connecting portion 2. That is, the soft pad connecting portion 1 is arranged in the form of being inclined as a whole.

[0046] Please continue to combine Figures 5 to 7 , Figure 5 A planar structural schematic diagram of an engine suspension support provided by an embodiment of the present application, Figure 6 A planar structural schematic diagram along a direction A, Figure 5 A planar structural schematic diagram along a direction A, Figure 7 A planar structural schematic diagram along a direction A, Figure 5A schematic view of the planar structure along the B direction. In some embodiments, the engine connecting part 2 comprises a connecting body 21 connected with the soft pad connecting part 1, and the connecting body 21 is used to connect with the engine 30; the connecting body 21 comprises an upper surrounding plate 211, a lower surrounding plate 212, and two side surrounding plates 213, the upper surrounding plate 211 and the lower surrounding plate 212 are oppositely arranged, the two side surrounding plates 213 are oppositely arranged, and the two side surrounding plates 213 are connected between the upper surrounding plate 211 and the lower surrounding plate 212 to enclose a weight-reducing cavity 214, and the cavity opening of the weight-reducing cavity 214 is arranged towards the engine 30. Specifically, the depth direction of the weight-reducing cavity 214 is consistent with the left-right direction. In this way, by forming the weight-reducing cavity 214, the self weight of the engine suspension bracket 10 provided in the embodiment can be reduced, so as to improve the installation convenience and efficiency of the engine suspension bracket 10 provided in the embodiment.

[0047] Please continue to combine Figure 8 , Figure 8 for Figure 5 A schematic view of the planar structure along the C direction. Further, in order to reduce the self weight of the engine suspension bracket 10 provided in the embodiment, a first weight-reducing hole 2111 is formed on the upper surrounding plate 211, and a second weight-reducing hole 2121 is formed on the lower surrounding plate 212, and the first weight-reducing hole 2111 and the second weight-reducing hole 2121 are in communication with the weight-reducing cavity 214. In this way, the self weight of the engine suspension bracket 10 provided in the embodiment can be further reduced, so as to further improve the installation convenience and efficiency of the engine suspension bracket 10. In addition, by reducing the weight, the raw materials used for the engine suspension bracket 10 can also be reduced, so as to reduce the manufacturing cost of the engine suspension bracket 10.

[0048] Through the stress analysis of each part of the engine suspension bracket 10, in order to ensure the strength of the engine suspension bracket 10, the second weight-reducing hole 2121 needs to be designed as a special shape.

[0049] Therefore, in some embodiments, the second weight-reducing hole 2121 has a first extension direction and a second extension direction perpendicular to each other, the hole diameter size of the second weight-reducing hole 2121 in the first extension direction is greater than the hole diameter size of the second weight-reducing hole 2121 in the second extension direction; the second weight-reducing hole 2121 comprises two first arc-shaped hole walls 2122 and two second arc-shaped hole walls 2123, the two first arc-shaped hole walls 2122 are oppositely arranged along the first extension direction, and the two second arc-shaped hole walls 2123 are oppositely arranged along the second extension direction; wherein the middle part of the first arc-shaped hole wall 2122 and the middle part of the second arc-shaped hole wall 2123 are recessed towards the direction away from the center of the second weight-reducing hole 2121, the adjacent first arc-shaped hole wall 2122 and the second arc-shaped hole wall 2123 are connected through a third arc-shaped hole wall 2124, and the middle part of the third arc-shaped hole wall 2124 is protruded towards the center of the second weight-reducing hole 2121.

[0050] Thus, by limiting the shape of the second lightening hole 2121, the shape of the second lightening hole 2121 can meet the stress condition of the engine suspension bracket 10 provided in the embodiment, so that the engine suspension bracket 10 provided in the embodiment has higher structural strength.

[0051] In some embodiments, in order to reduce the stress concentration of the stress surface of the cushion connecting part 1 while damping the engine suspension bracket 10, the outer edge of the cushion connecting part 1 can include a plurality of side wall surfaces 13 connected in sequence, and two adjacent side wall surfaces 13 are connected by a circular arc wall surface 14. Thus, the cushion connecting part 1 has a circular transition structure, which can reduce the stress concentration of the stress surface of the cushion connecting part 1, improve the structural strength of the cushion connecting part 1, and further improve the structural strength of the engine suspension bracket 10 provided in the embodiment.

[0052] It can be understood that the size and shape of the cushion 20 may vary for different vehicle models. Therefore, in order to improve the universal performance of the engine suspension bracket 10 provided in the embodiment, in some embodiments, the engine connecting part 2 has a central axis l extending in the left-right direction; the cushion connecting part 1 includes a first connecting plate 15 and a second connecting plate 16 connected together, and the first connecting plate 15 and the second connecting plate 16 are arranged on both sides of the central axis l; wherein, in the front-rear direction, the size of the second connecting plate 16 is different from the size of the first connecting plate 15. In the embodiment, the size of the second connecting plate 16 is larger than the size of the first connecting plate 15. In this way, the vibration modes of the first connecting plate 15 and the second connecting plate 16 are different, which not only makes the engine suspension bracket 10 provided in the embodiment have better vibration isolation effect, but also makes the engine suspension bracket 10 provided in the embodiment applicable to cushions 20 of different sizes and shapes.

[0053] It should be noted that the left-right direction described above is consistent with the left-right direction in Figure 4 .

[0054] Since the asymmetric arrangement of the cushion connecting part 1 may interfere with other structures around it, in some optional embodiments, a relief inclined surface 161 is formed on the second connecting plate 16, which is used to avoid the water pipe of the vehicle. In this way, it can to some extent avoid the interference of the asymmetric arrangement of the cushion connecting part 1 with other structures around it, and facilitate the installation of the engine suspension bracket 10 provided in the embodiment. In addition, the arrangement of the relief inclined surface 161 can to some extent avoid the structural redundancy of the cushion connecting part 1, so as to further realize the lightweight design of the engine suspension bracket 10 provided in the embodiment.

[0055] As shown in the drawings, and in order to realize the connection with the engine 30, and to further reduce the weight of the engine suspension support 10 provided in the embodiment, in some specific embodiments, a plurality of lightening grooves 215 are formed on the connection body 21, and a first connecting hole 2151 penetrating through the connection body 21 is formed on the groove bottom wall of each lightening groove 215, and the first connecting hole 2151 is used for connecting the engine 30 through the first fastener 40. Here, the first fastener 40 can be a bolt. In this way, not only the connection between the engine suspension support 10 and the engine 30 can be realized, but also the weight of the engine suspension support 10 provided in the embodiment can be further reduced, and the lightweight design of the engine suspension support 10 is realized.

[0056] It should be noted that in some specific embodiments, the above-mentioned lightening groove 215 can be provided as four, and the four lightening grooves 215 are respectively arranged at the four corners of the engine suspension support 10, and correspondingly, the first connecting hole 2151 is also provided as four. Here, the number of lightening grooves 215 and first connecting holes 2151 is not specifically limited.

[0057] In order to make the engine suspension support 10 provided in the embodiment have greater structural strength on the basis of meeting the lightweight design, in some specific embodiments, the size of the connection body 21 can be limited. For example, the connection body 21 has a stop end face 216 arranged towards the engine 30, and the distance between the groove bottom wall of the lightening groove 215 and the stop end face 216 is 15 mm. In this way, not only can the conflict between the lightweight design of the engine suspension support 10 provided in the embodiment and the distance being too large be avoided to a certain extent, but also the influence of the distance being too small on the structural strength of the engine suspension support 10 provided in the embodiment can be avoided to a certain extent.

[0058] It should be noted that in order to make each lightening groove 215 be able to adapt to more sizes of the first fastener 40, the space of each lightening groove 215 can be set to be slightly larger, so as to improve the universality of the engine suspension support 10 provided in the embodiment.

[0059] It can be understood that since the opening area of the first connecting hole 2151 occupies a large area of the lower surrounding plate 212, the size value of the lower surrounding plate 212 will affect the convenience of the overall manufacturing of the engine suspension support 10 provided in the embodiment, and the connection reliability between the engine suspension support 10 provided in the embodiment and the engine 30.

[0060] Therefore, in order to facilitate the manufacturing of the engine suspension bracket 10 provided in the embodiment, and to improve the connection reliability between the engine suspension bracket 10 and the engine 30, in the specific implementation manner of the embodiment, as shown in Figure 5 the lower surrounding plate 212 has the largest size at the center axis line l, and gradually decreases from the center axis line l to both sides. In this way, on the one hand, the casting of the engine suspension bracket 10 provided in the embodiment can be facilitated, and on the other hand, the connection reliability between the engine suspension bracket 10 and the engine 30 provided in the embodiment can be improved.

[0061] It should be noted that the left-right direction is consistent with the y-y axis direction in Figure 4 .

[0062] Please refer to Figure 9 , Figure 9 for the exploded view of Figure 3 . It can be understood that since the soft pad connecting part 1 needs to be connected with the soft pad 20, the structural strength at this position is relatively weak. In order to avoid the structural strength of the engine suspension bracket 10 provided in the embodiment being poor due to the weak strength at this position to a certain extent, in some optional implementation manners, the outer surface of the upper surrounding plate 211 forms an upper surface 2112, and the distance between the lowest end of the first supporting surface 12 and the upper surface 2112 is 2 mm.

[0063] Further, part of the outer surface of the lower surrounding plate 212 forms a second supporting surface 2125, the second supporting surface 2125 has a first end 2126 and a second end 2127, the second end 2127 is connected with the soft pad connecting surface 11 through a transition surface 3, and the second end 2127 is located 2 mm below the soft pad connecting surface 11. In this way, when connecting the soft pad 20 and the soft pad connecting part 1, through the formation of the transition surface 3, the soft pad 20 can be limited to a certain extent, so that the assembly efficiency between the soft pad 20 and the soft pad connecting part 1 can be improved.

[0064] In order to further reduce the mass of the engine suspension bracket 10 provided in the embodiment, the second supporting surface 2125 can also be provided as an inclined surface, specifically, the second supporting surface 2125 extends upwardly in the direction from the first end 2126 to the second end 2127, and forms a third included angle of 30 degrees with a vertical plane extending in the front-rear direction. In this way, through the inclined arrangement of the second supporting surface 2125, the vibration isolation effect of the engine suspension bracket 10 provided in the embodiment can be improved, while not affecting the structural strength of the engine suspension bracket 10 itself, the weight of the engine suspension bracket 10 itself can be further reduced, and after being combined with the soft pad 20, the engine suspension bracket 10 can also have better vibration reduction effect.

[0065] And through the angle limitation of the second support surface 2125, on the one hand, it is to avoid the angle being too small to affect the structural strength of the engine suspension support 10 provided in the embodiment; on the other hand, it is to avoid the angle being too large to increase the weight of the engine suspension support 10. In this way, both high structural strength and lightweight design can be taken into account.

[0066] As known from the above, the engine connecting portion 2 is connected with the engine 30 through the first fastener 40. In the specific implementation in the embodiment, the first fastener 40 can be a threaded fastener such as a bolt. It can be understood that the position where the first connecting hole 2151 is arranged has weak structural strength, and therefore, in some optional implementations, the periphery of each first connecting hole 2151 is provided with a columnar structure 217 located in the weight-reducing cavity 214. In this way, through the arrangement of the columnar structure 217, the structural strength at the first connecting hole 2151 can be enhanced, so as to further improve the structural strength of the engine suspension support 10 provided in the embodiment.

[0067] And since the stress of each first connecting hole 2151 is different, in order to make the engine suspension support 10 provided in the embodiment have high strength and be applicable to different vehicle models, in some optional implementations, the radii of the columnar structures 217 are different from each other, which can be seen from Figure 6 In this way, the columnar structures 217 can be arranged according to the stress conditions at different first connecting holes 2151, on the one hand, so that the vibration modes of each columnar structure 217 are different, and the vibration isolation effect of the engine suspension support 10 provided in the embodiment is improved; on the other hand, the lightweight design, high structural strength and the requirements of different vehicle models can be taken into account.

[0068] Further, the structural strength of the engine suspension support 10 provided in the embodiment at the first connecting hole 2151 can be further improved by arranging a reinforcing structure on the stop end face 216. Specifically, the engine connecting portion 2 further comprises a plurality of first reinforcing protrusions 22 corresponding to the first connecting holes 2151 one by one, and the plurality of first reinforcing protrusions 22 are arranged on the stop end face 216, and part of the hole sections of the first connecting holes 2151 are formed on the corresponding first reinforcing protrusions 22. In this way, through the arrangement of the first reinforcing protrusions 22, the structural strength of the engine suspension support 10 provided in the embodiment at the first connecting hole 2151 can be further improved.

[0069] Similarly, in order to balance the lightweight design and structural strength, in some specific embodiments, the size of the first reinforcing protrusion 22 in the axial direction of the first connecting hole 2151 is 3 mm. Of course, in other embodiments, according to different sizes of the engine suspension bracket 10, etc., the size of the first reinforcing protrusion 22 in the axial direction of the first connecting hole 2151 can also be changed accordingly, and here the size value is not specifically limited.

[0070] Please continue to combine Figure 10 , Figure 10 For Figure 5 The sectional view along the D-D direction. Please combine Figure 2 and Figure 10 In order to make the engine suspension bracket 10 provided by the present embodiment more universal, and to avoid the influence of the elongated arrangement of the second connecting plate 16 on the tightening of the first fastener 40 to some extent. In some embodiments, the plurality of weight reduction grooves 215 includes a universal groove 2152, the projection of the cushion connecting part 1 on the groove bottom wall of the universal groove 2152 at least partially falls within the universal groove 2152, and the occupied space of the universal groove 2152 is greater than that of the remaining weight reduction grooves 215. In this way, by limiting the space of the universal groove 2152, on the one hand, the universality of the engine suspension bracket 10 provided by the present embodiment can be improved; on the other hand, it can avoid interference with the cushion connecting part 1 during the tightening process of the first fastener 40 at the universal groove 2152 to some extent, so that the assembly efficiency between the engine suspension bracket 10 provided by the present embodiment and the engine 30 can be improved.

[0071] Further, the groove bottom wall of the universal groove 2152 is provided with a second reinforcing protrusion 2153, and part of the hole section of the first connecting hole 2151 corresponding to the universal groove 2152 is formed on the second reinforcing protrusion 2153. The second reinforcing protrusion 2153 has a first edge 2154 and a second edge 2155 oppositely arranged in the upward and downward directions, the included angle between the first edge 2154 and the second edge 2155 is 4 degrees, and the first edge 2154 and the second edge 2155 gradually move away in the direction close to the center of the weight reduction cavity 214. In this way, it can adapt to more vehicle models as much as possible while avoiding the elongated portion structure of the second connecting plate 16, which can improve the processing convenience of the cushion connecting part 1, while reducing stress concentration and achieving reliable installation of the first fastener 40.

[0072] The embodiment also provides an engine suspension system 100, which comprises the engine 30 and the engine suspension bracket 10 in the above-mentioned embodiment. The engine 30 is arranged in a front-rear direction relative to a horizontal plane, the angle between the engine 30 and the horizontal plane is a first angle, the angle between the central axis l and the soft pad connecting surface 11 is a second angle, and the sum of the first angle and the second angle is 90 degrees, that is, the angle values of the first angle and the second angle are complementary. Specifically, the engine 30 is gradually inclined downward from front to back after installation, and therefore, the soft pad connecting surface 11 is designed to be gradually inclined upward from front to back. When the engine suspension bracket 10 is installed on the engine 30, the engine suspension bracket 10 is inclined downward together with the engine 30 as a whole, so that the soft pad connecting surface 11 tends to be horizontal.

[0073] In this way, when the sum of the first angle and the second angle is 90 degrees, on the one hand, the soft pad connecting surface 11 can accurately compensate for the inclination angle of the engine 30. That is, no matter how the engine 30 is inclined, the soft pad connecting surface 11 of the engine suspension bracket 10 can remain horizontal. In this way, to some extent, additional stress and wear caused by uneven stress of the soft pad connecting surface 11 and the soft pad 20 can be avoided, thereby improving the smoothness and stability of power transmission of the engine 30.

[0074] On the other hand, when the soft pad connecting surface 11 remains horizontal, stable connection with the soft pad 20 can be achieved, thereby ensuring stable connection between the engine 30 and the vehicle frame 200, and in combination with the function of the soft pad 20 itself, the vibration of the engine 30 transmitted to the vehicle frame and the vehicle body can be effectively reduced. In this way, the noise and vibration in the vehicle can be reduced, and a more quiet and comfortable driving environment can be provided.

[0075] In the specific embodiment of the embodiment, the angle of the first angle is 2 degrees, and the angle of the second angle is 88 degrees. It should be noted that in some other embodiments, due to the non-uniformity of the internal structure of the vehicle and the non-uniformity of the structural components, the first angle and the second angle can also be other angle values, as long as the angle values of the first angle and the second angle are complementary. Here, the angle values of the first angle and the second angle are not specifically limited.

[0076] Further, the engine suspension system 100 provided by the embodiment also comprises a soft pad 20, which is used to be connected with a vehicle frame 200, and the soft pad 20 is connected to the soft pad connecting portion 1 through a plurality of second fasteners 50, and part of the outer surface of the soft pad 20 supports the soft pad connecting surface 11. Specifically, the soft pad 20 and the soft pad connecting portion 1 can be connected through two second fasteners 50, and the second fasteners 50 here can be bolts.

[0077] The second connecting holes 17 can be formed on the first connecting plate 15 and the second connecting plate 16 respectively, the third connecting holes 201 corresponding to the two second connecting holes 17 can be formed on the soft pad 20, and the second fasteners 50 can pass through the second connecting holes 17 and the third connecting holes 201 in sequence to connect the engine suspension support 10 and the soft pad 20 together.

[0078] It can be understood that, in order to improve the connection efficiency between the engine suspension support 10 and the soft pad 20, the positioning structure 60 can be arranged between the soft pad 20 and the soft pad connecting surface 11. In this way, when the engine suspension support 10 and the soft pad 20 are connected by the second fasteners 50, the engine suspension support 10 and the soft pad 20 can be positioned by the positioning structure 60 first, so as to improve the connection efficiency between the engine suspension support 10 and the soft pad 20.

[0079] In some specific embodiments, the positioning structure 60 includes a positioning protrusion 601 and a positioning hole 602, the positioning protrusion 601 is inserted into the positioning hole 602; one of the positioning protrusion 601 and the positioning hole 602 is arranged on the soft pad 20, and the other of the positioning protrusion 601 and the positioning hole 602 is arranged on the soft pad connecting portion 1. In this way, by the matching connection between the positioning protrusion 601 and the positioning hole 602, the engine suspension support 10 and the soft pad 20 can be positioned, so as to improve the connection efficiency between the engine suspension support 10 and the soft pad 20.

[0080] In the specific embodiments of the present embodiment, the positioning protrusion 601 is arranged on the soft pad 20, the positioning hole 602 is arranged on the soft pad connecting portion 1 and penetrates through the soft pad connecting portion 1, and in the direction from the front to the rear of the vehicle, the positioning hole 602 is located between the two second connecting holes 17, and in the left-right direction, the positioning hole 602 is located on the side close to the engine 30 compared with the second connecting holes 17. Of course, in other embodiments, the positioning protrusion 601 and the positioning hole 602 can also have other shapes, which are not specifically limited here.

[0081] The present embodiment also provides a vehicle including a vehicle frame 200 and the engine suspension system 100 in the above embodiments.

[0082] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An engine mount bracket, characterized by, The soft pad connecting part has a soft pad connecting surface, which is arranged obliquely along the front-rear direction relative to the engine connecting part.

2. The engine mount hanger of claim 1, wherein, The soft pad connecting part is arranged obliquely along the front-rear direction relative to the engine connecting part; and / or, The outer edge of the soft pad connecting part comprises a plurality of side wall surfaces connected in sequence, and two adjacent side wall surfaces are connected by a circular arc wall surface.

3. The engine mount hanger of claim 1, wherein, The engine connecting part has a central axis extending along the left-right direction; The soft pad connecting part comprises a first connecting plate and a second connecting plate connected together, and the first connecting plate and the second connecting plate are arranged on the two sides of the central axis; In the front-rear direction, the size of the second connecting plate is different from that of the first connecting plate.

4. The engine mount hanger of claim 1, wherein, The engine connecting part comprises a connecting body connected with the soft pad connecting part, and the connecting body is used for connecting with the engine; The connecting body comprises an upper surrounding plate, a lower surrounding plate, and two side surrounding plates, the upper surrounding plate and the lower surrounding plate are arranged oppositely, the two side surrounding plates are arranged oppositely and connected between the upper surrounding plate and the lower surrounding plate to form a weight reduction cavity, and the cavity opening of the weight reduction cavity is arranged towards the engine; A first weight reduction hole is formed in the upper surrounding plate, and a second weight reduction hole is formed in the lower surrounding plate, and the first weight reduction hole and the second weight reduction hole are in communication with the weight reduction cavity.

5. The engine mount hanger of claim 4, wherein, The engine connecting part has a central axis extending along the left-right direction, and the size of the lower surrounding plate at the central axis is the largest and gradually decreases towards the front and rear sides from the central axis; and / or, The soft pad connecting part has a first support surface arranged opposite to the soft pad connecting surface, an outer surface of the upper surrounding plate forms an upper surface, the first support surface is located above the upper surface, and the distance between the lowest end of the first support surface and the upper surface is 2 mm; and / or, Part of the outer surface of the lower surrounding plate forms a second support surface, the second support surface has a first end and a second end, the second end is connected to the soft pad connecting surface through a transition surface, and the second end is located 2 mm below the soft pad connecting surface; The second support surface extends upwardly and obliquely in the direction from the first end to the second end, and forms a third included angle of 30 degrees with a vertical plane extending along the front-rear direction.

6. The engine mount hanger of claim 4, wherein, A plurality of weight reduction grooves are formed in the connecting body, a first connecting hole penetrating through the connecting body is formed in the groove bottom wall of each weight reduction groove, and the first connecting hole is used for connecting with the engine through a first fastener; The connecting body has a stop end surface arranged towards the engine, and the distance between the groove bottom wall of the weight reduction groove and the stop end surface is 15 mm.

7. The engine mount hanger of claim 6, wherein, Each first connecting hole is provided with a cylindrical structure located in the weight reduction cavity, and the radii of a plurality of cylindrical structures are different from each other; and / or, The engine connecting portion further comprises a plurality of first reinforcing protrusions corresponding to the first connecting holes respectively, the first reinforcing protrusions are arranged on the stop end face, part of the hole sections of the first connecting holes are formed on the corresponding first reinforcing protrusions, and the dimension of the first reinforcing protrusions in the axial direction of the first connecting holes is 3 mm; and / or, The plurality of weight-reducing grooves comprises a common groove, the projection of the cushion connecting portion on the bottom wall of the common groove at least partially falls in the common groove, and the occupied space of the common groove is greater than that of the remaining weight-reducing grooves; The bottom wall of the common groove is provided with a second reinforcing protrusion, part of the hole sections of the first connecting holes corresponding to the common groove are formed on the second reinforcing protrusion, the second reinforcing protrusion has a first edge and a second edge arranged opposite in the up-down direction, the included angle between the first edge and the second edge is 4 degrees, and the first edge and the second edge gradually move away in the direction close to the center of the weight-reducing cavity.

8. An engine mounting system characterised in that, The engine and the engine suspension bracket of any one of claims 1 to 7 are included. The engine is connected to the engine connecting portion, the engine is arranged in the front-rear direction relative to the horizontal plane, the included angle between the engine and the horizontal plane is a first included angle, the included angle between the central axis of the engine connecting portion and the cushion connecting surface is a second included angle, and the sum of the first included angle and the second included angle is 90 degrees.

9. The engine mount system of claim 8, wherein, The cushion is further included, the cushion is used to be connected to the frame of the vehicle, and the cushion is connected to the cushion connecting portion through a plurality of second fasteners, part of the outer surface of the cushion supports the cushion connecting surface; The positioning structure is arranged between the cushion and the cushion connecting surface, and comprises a positioning protrusion and a positioning hole, the positioning protrusion is inserted into the positioning hole; One of the positioning protrusion and the positioning hole is arranged on the cushion, and the other one is arranged on the cushion connecting portion.

10. A vehicle characterized by comprising: The frame and the engine suspension system of claim 8 or 9 are included.

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